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JOSEPH MAUDSLAY AND J OSHUAiFIELD-OF LAMBETH,

d CONSTRUCTION .or MARINE sTEAivr-ENGINns.

` i Specification of Letters Patent No. 2,668, dated June 11`, 1842.

T all whom t may` concern.'

Be it known that we,`JosnPH MAUDsLAY and JOSHUA FIELD, of the firm ofMaudslay Sons; and Field, subjects of the Queen of Great Britain, andnow residing at Lambeth, inthe countyof Surrey and Kingdom ofEngland,engineers, have invented or disapplicable to `those of thelarger class and are designed principally for the purpose of producingand applying a greater amount of steam power than has heretofore beenavailable within a given space or area on ship boards. This is effectedby different constructions, arrangements and proportions of the parts oflow pressure engines allowing a more perfect applicationof the eX-pansive force of steam without increasing the weight of the wholemachinery. y The first feature of our i improvements consists inadaptingtwo steam cylinders to one engine in such a way that the steamshall act simultaneously upon both pistons in order that they may bemade to rise or fall together; the piston rod of each being attached toone horizontal cross-head and thereby the combined action of bothpistons applied to one crank of the paddle shaft.

The second feature of our improvement applies `more particularly toengines for river navigation and consists in the adaptation of a pistonwith two rods working in a steam cylinder of large area both piston rodsbeing connected to one cross-head above, which gives motion to the crankbelow it by a single connecting rod.

The `third feature of our improvement consists of a method of adjustingthe eX- pansion valves of combined engines by which the period forshutting olf the steam at any part ofthe stroke may be regulated inbothengines at once by a singlemovement while the engines are working.

The fourth feature of our improvement is the peculiar construction ofthe main beams of the framing that carry the plumber `blocks of the maincrank shaft to which the paddle wheels are attached. These beams we formas hollow trunks by the combination of wroughtiron plates attached tobars of angle iron in the same way 'as ordinary boilers are made and weare enabled by that means to construct beams of the largest dimensionsof unlimited strength and of comparatively small weight. Theseimprovements will be more fully understood byref-` erence to theaccompanying drawings and the following description thereof in which-Figure 1 is an elevation` takenlongitudinally representing an enginewith two cylinders constructed upon the plan described as the firstfeature of our improvement. Fig. 2 is a vertical section of the sametaken through the cylinders. Fig. 3 is a horizontal section of a vesselin which the situation of the engine shown at Figi is seen as it wouldappear when looking upon it from above, and Fig. 4 is a correspondingengine placed at the other sideV of the vessel but represented insection cut horizontally through the cylinders. Fig. 5 is a verticalsection taken transversely through a steam vessel showing the positionsof two engines as in Figs. 3 and 4 the one engine being in section theother an external view seen upon a plane `in advance of the former, andFig. 6 is a plan or horizontal view of a portion of the steam vesselwith the engines and their appendages and also the framing by which thecrank shafts of the paddle wheels are supported, similar lettersreferring to the same parts of the machinery in all the precedingfigures.

The two connected working cylinders are shown at a a their pistons at Z)b, and the piston rods at c c, the upper ends of which rods are aiiiXedby keys to the cross head d, fourvertical rods e, c, e, c, aiiixed attop to thecross-head d, are connected at bottom to a slider f whichslideris enabled to move up and down on the guide ribs g, g, formed onthe outer surfaces of the cylinders. To this slider je, one end of aconnecting rod It, is attached, the other end of that rod being attachedto the crank z', of the propelling shaft. From this arrangement it willbe `perceived that by the simultaneous ascent anddescent of the twopistons b, b, in their `working cylinder a, a, the rods c, c, will causethe cross-head (Z, to

move perpendicularly `up anddown between its guide bars j, j, and in sodoing to raise and depress theslide f, withthe connecting rod z., whichrod will by that means be made to give rotary motion to the crank z',and thereby cause the paddle wheel-shaftv is, to revolve a rod Z,connected to the slide f, will at the same time work the lever m, towhich the rods of the air pump a, is attached.

The mode of adopting the steam valve of the combinedy cylinders a, a, isbest seen in Figs. 3 and 4. The steam is admitted to and withdrawn fromthese cylinders by one slide valve 0, Fig. 5, common to both through apipe n, seen in Fig. 5. From this pipe n, the steam` proceeds through aslide valve o, of

' the ordinary construction and through the curved Vpassages or tubes p,0, into Vboth cylinders. There is also a narrow passage of communicationalways open at g, by which the steam is all-owed to pass from onecylinder to the other for the purpose of keeping the pressure equal atall times in both cylinders.

The vexpansion valve is on the steam pipe n, at the entrance to theslide valve. The slide is moved by an eccentric in the ordinary way;-andthe expansion valve is regulated byV the means described hereafter underthe third feature of our invention.

The advantages proposed by this arrangement are simplicity ofconstruction, more direct action on the crank, saving of space andweight of material offering easy means of giving larger area of cylinderwhereby a given amount of steam can be used more expansively than informer arrangements and consequently yield more' power and economizefuel; with the further advantage at sea that when the engine is reducedin the number of its strokes by deep lading with coal as at thecommencement of a voyage, or by head winds more steam may then be giventhe cylinders and under such circumstances more speed to the vessel, allthe steam ygenerated inthe boiler being usefully applied.

The second feature of our invention (viz.) the improved construction ofsteam engine having two piston rods working in one cylinder isrepresented in the accompanying` drawings at Figs. 7, 8, 9, 10, 11, and12. Fig. 7 is an elevation of the engine Fig. 8 a section of the sametaken vertically through the cylinder to the slide valve and the airpump. Fig. 9 is a horizontal view of the top of the cylinder valve boxand air l"pump of these improved engines and Fig.

Vside of the vessel.

10 is a horizontal section taken through the cylinder of a similarengine on the other Fig. 11 is a section taken transversely through asteam vessel showing the positions in elevation of the two enginesmentioned vin the preceding figures, the cylinder of one being invertical Vsection the other an external view taken upon a planeinadvance of the former Awith the crank shaft and paddle wheels and Fig.12 isa horizontal view as seen from above of the two engines and theirappendages, the same letters of reference pointing out similar parts ofthe machinery in all the six last mentioned figures.

The cylinders of large area are shown at cz, a, and 7), are theirpistons c, c, are two perpendicular rods inserted into each piston .andworking through stufling boxes in the lid of the cylinder d, isacross-head to which the two piston rods are keyed at top provement arethat a paddle shaft placed at a given height from the bottom of thevessel will be enabled to receive a longer stroke of the piston than byany other arrangements now in use; a more compact and firm connectionvof the cylinder with the crank shaft bearings is effected, and acylinder of much greater diameter may be ap? plied by which theprinciple of working steam expansively may be more fully carried out anda more direct action of the steam power on the crank obtained with aless weight of materials and a greater ec-onomy of space than hasheretofore been obtained by any of the arrangements of marine engnies inuse.

The third feature of our invention (viz.) the method of adjusting theexpansive valves of combined engines will be seen by reference to thedrawings Figs. 13, 14:, 15 and 16. In these figures 13 represents thecentral portion of the double crank shaft of a steam vessel with t-heparts appended by which the above object is effected as they wouldappear' in elevation. Fig. 14 is a horizontal view of the same. Fig. 15is an elevation taken at. the right angles to Fig. 13 above the middleof the shaft which is here shown in section and Fig. 1G isv an ventedfrom turning upon it by a rib on the shaft taking into a long groove onthe socket.

This tube or socket has two snail lcams c,

75 Y and e, e, are the guide rods xedon cast l and al, afliXed to it orcast upon it and in` the center between the cams a series of rings orflutes e, e, are also formed upon the tube. A spindle placed at rightangles to the main crank shaft has a pinion f, the teeth of which takeinto the rings or flutes c, e, (shown also detached at Fig. 15) andturning this spindle and pinion f, (which may be done by a hand wheelg,) the tube b, b, with its snail cams will be slidden upon the maincrank shaft to the right or left as may be required. y

Upon the periphery of the snail cams c, and al, the antifriction rollersin the levers h, and z', are intended to work (as shown also in thedetached Fig. 16). Therods from these levers l1., and z', are connectedto the expansion valves of the two engines below and hence by the actionof the camsc, and CZ, against the levers z, and i, as the main shaft a,revolves, the expansion valves are opened and closed.

Let it be supposed that by turning the pinion f, the tube or socket b,(seen .in Figs. 13 and 14:) has been slidden toward the left as far asit will go then as the main shaft revolves the uninterrupted circularperiphery of the cams c, and d, will act against the levers 71 and c',so as to keep them in their elevated positions, consequently theexpansion valves will under those circumstances remain open. If howeverit is desirable to shut o the steam during a part of the rotation of themain shaft we turn the pinion f, so as to slide the tube b, b, with thecams c, and CZ, toward the right in Figs. 13 and` 14. When this is doneonly a portion of the periphery of each cam will be enabled to act inholding up the levers; for as the main shaft with the cams revolve therollers of each lever la, or z', will when the snail or curved edge ofthe cam comes under the roller allows the lever to fall and by so doingto close the expansion valve and shut olf the steam from -the workingcylinder until the roller rises again up the opposite edge of the snailand gets on to the larger radius of the cam when the lever will beraised and the expansion valve opened allowing a free passage to thesteam. In this way the cams may be slid still farther to the right andcause so small a portion of the larger radius of the cams to act againstthe levers as to shut off the steam during the greater part of therotation of the main shaft. By this apparatus we are enabled to regulatethe flow of steam into both engines at once by one simple movement ofthe spindle and pinion and without interrupting for a moment p theworking of the engines, sucha means of adjustment being highly importantin bringing into operation the full effect of steam applied upon theexpansive principle in economizing fuel and adapting the power ofengines to the varying circumstances at sea between light and heavylading and between strong head wind and scuddingbefore the gale.

The peculiar construction of main beams for supporting the crank shaftsmentioned in the fourth feat-ure of our invention are formed bycombining long flat plates of rolled iron a a which we unite to longbarsof iron b bturned up at right anglesV or what is commonly called angleirons the plates are firmly attached to these bars by rows of rivets inthe ordinary way of making wrought iron boilers, such beams may beextended to any length and made into any form required and applied asatmy, m, m, in Figs. 1, 2, 5, and 6 and the bearing and other parts of theengines may be attached to these beams as shown in the drawings. Thesebeams may be made of unlimited strength and with a comparatively smallweight of material.

In conclusion we desire to be understood that the particular features ofnovelty claimed by us under this patent are:

1. "Ihe adaptation of two steam cylinders to one engine in the way abovedescribed in order that the steam may act simultaneously in bothcylinders and the pistons be made to rise and fall together so that thecombined action of both pistons may be applied to one crank on thepaddle shaft.

2. The construction and adaptation of a piston with two rods workinginone steam cylinder of large area both piston rods being connected to onecross-head `above in combination with the described arrangement whichgives motion to the crank below by a single connecting rod.

3. The method above described of adjusting the expansion valves ofcombined engines.

4. The mode of constructing the beams of the framing of steam engines ashollow tubes by the combination of plates connected by bolts or rivets.V

In witness whereof we the said `JOSEPH MAUDSLAY and J osHUA FIELD havehereunto set our hands this tenth day of December in the year of ourLord one thousand eight hundred and thirty-nine.

JOSEPH MAUDSLAY. JOSHUA FIELD.

Witnesses:

J. WV. MOFFATT, WM. 'IUDOR MABLY.

